Boat construction



l. HAY

BGAT CONSTRUCTION FiledMa 12, 1925' n n ...hun

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j LDV y ',ywml/uw.lign?" 14 ATT-RNEI S laatented flipt lgg' will a i. c is la la l ab lslgltiti WILLIAM I. HAY, GF MONTREAL, QUEBEC, CANADA.

BOAT CONSTRUCTON.

To all ifi/tom it may concern:

Be it known that I, WILLIAM lllar, a subject of the King` of Great Britain, and resident oit' the city oit lllontreal7 in the ProvL ince ot Quebec and Dominion ot Canada, have invented certain new and useful lmprovements in Boat Constructions of which the following is a lull, clear, and eXact description.

This invention relates to new and useful improvements in tore peak bulkhead construction for vessels and particularly canal or lake vessels which have diliicult channels to navigate and where head-on collisions with oncoming vessels, channel banks and other obstructions are ot frequent occurrence.

lhe object ot this invention is to provide a strengthened tore peak and shoulders without al'lfecting the carrying` capacity of the vessel. Another object is to provide a bulkhead which will allow easy access tor repairs to the 'tore peak and shoulders when the vessel. is fully loaded.

A further object is to provide a protection .tor the cargo against any leaks which may occur in the tore peak ot the vessel through collision or the like.

ln my invention l provide a curved bulkhead in the tore peak ot the vessel, said bulkhead extending around the shoulders and torn'iing a compartment between the hull and the bulkhead. Access is gained from the deck to repair any damage due to collision or such like occurrence. rlhe bulkhead is spaced trom the hull by structural stay girders of considerable depth, the hull forming the compression tlange and the bulkhead forming the lower flange when the vessel is subjected to sudden shock. such as coming in contact with another vessel, the canal bank or other obstruction. Also the bow :torm ot this girder adds greater strength to the construction as some ot the loading is transferred into the hull as direct compression stresses.

ln the drawings:

Figure l is a partial sectional. elevation ot a vessel showing the bulkhead construction.

Figure 2 is a plan view with the deck removed.

Referring more particularly to the drawings, 1l designates the ribs or framing angles ot the hull, and l2 the longitudinal framing angles or stringers to which the hull plates 13 are riveted. The curved angle frames le ot the torehold extend around the bow ot the vessel and are attached to the hull by the girders l5 at the side ot' the hull. The fore hold plates i6 are riveted to the curved angle trames and reinforced by suitable vertical angles or ribs. rlhe hold plates are spaced from the hull7 the greatest distance being at the tore peak l? and the least at the point 18 where the shoulders 19 meet the main body ot the vessel. Bulb angles 2O are provided joining the trames or ribs ot the hull together to give added strength to the 'lore peak. Angle brackets 2l are also provided between the hold and the hull to form a stitl'eningl means between the plates ot the hull and the hold. Stiltening members 22 are also provided between the kcel girdcrs 23 and the ribs ll. A plate and angle girder or diaphragm 2li may be placed between the bow and the hold and securely riveted or otherwise secured to both to add strength to the construct-ion, said girder 24 being adapted to extend Yfrom the above water liuc or deck to the keel of the vessel. Apertures 25 may also be cut in the diaphragm to allow passage from one compartment to another of the torepeak 'for making repairs to the hull plates or frame. The curving of the bulkhead which forms the fore part oit the hold allows the distance between the bow or .tore peak and the bulkhead to be made considerably smaller than the usual type in use at the present timej i. e. the transverse bulkhead.

The operation of the device is as follows: Then any excess loading occurs through collision or the like the said loading is taken up by the girder formed by the hull plates, the hold plates and the stitlening members connecting saine. rllhe bulkhead being curved transfers the loading` into the side plate of the hull and produces a direct loading on the side plates. ln a head-on collision the loading is taken up by a girder formed by the hull and the hold plates, said girder being strongest at the point ot load application. Comparing` the curved bulkhead construction with the transverse bulkhead construev tion with regard to carrying capacity ot the hold. the space lost. through reinforcing the shoulders is more than compensated tor by the diii'erence in the length of the hold which may be made greater in the curved bulkhead constr ction than in the transverse bulkhead construction.

lhile in Figure 2 I have shown the fore hold plate as a continuous curve, it will be obvious that the same result may be obtained by forming the fore part of said hold of a seriesof fiat plates riveted together to form in general contour a curve similar, or nearly so, to thatshown in Figure v2.

Having thus described my invention, what I claim is In a vessel the combination with a hull including the transverse and longitudinal framing ang-les, of a series of hold plates riveted to the longitudinal framing angles, curved angle :trames extending around the bow of the vessel and attached to the hull by girders at the sides of the hull, torehold plates riveted to the curved angle Yframes and spaced :from the hull, vertical angles re'- .inforoing said forehold plates, bulb angles joining the 'framing or angles of the hull together to give added strength to the forepeak, angle brackets arranged to form a spacing' means between the hull plates and the hold. lkeel girders, stiliening members provided between the keel girders and the transverse framing angles of the hull, a diaphragm placed between the bow and the .hold for reinforcing purposes, said diaphragm being' apertured to give passage to the forespeak compartments at either side thereof.

In witness whereof, I have hereunto set my hand.

VILLIAM I. HAY. f 

